Hydrogen & Marine Shipping

What is Hydrogen?

Hydrogen (H₂) is the most abundant element in the universe – present in water (H₂O), plants, animals, and hydrocarbons as building blocks for fuels like gasoline, diesel and natural gas. As a substance that can store energy for later use, hydrogen is a highly versatile element and can be produced using renewable electricity, making it a potential candidate to replace fossil fuels to achieve sustainable energy systems.

This site shares information from academic, industry, government and non-government sources about hydrogen and its potential as a sustainable fuel source for use and transport by ships. The site’s purpose is to encourage informed conversations about the benefits, risks, and challenges of transitioning to this fuel type.

Emerging Energy Opportunity

As the world’s energy demand includes a growing share of sustainable energy sources, hydrogen is emerging as a potential solution to store and transport energy. With this shift, hydrogen and hydrogen-based fuels, such as ammonia, methanol, and methane, will need to be produced and transported to meet energy demand just like oil is today.

How big is the world energy transport market?

Each year, oil tankers move more than 2 billion tonnes of crude oil around the world to meet the world’s energy needs.^[1] This cargo is valued at over $120 billion and contains over 80,000 petajoules^[2] of energy – more than 2.5 times the world’s current renewable electricity generation capacity.

In 2025, the maritime industry, through the International Maritime Organization (IMO), committed to a legally binding framework to achieve net-zero greenhouse gas emissions (GHGs) by or around 2050.^[3] Hydrogen-based fuels are emerging as potential candidates to replace traditional ship fuels.

How large is the world ship fuel market?

Ships currently consume about 340 million tonnes of fuel^[4] each year or 14.2 petajoules of energy (based on 42 gigajoules per tonne of heavy fuel oil), mainly as heavy fuel oil or marine diesel. This market is worth over $165 billion with heavy fuel oil priced at $500 per tonne.

Fuels Made From Hydrogen

Several hydrogen-based fuels can be used as alternatives to crude oil to fuel ships and transport energy, each with different characteristics:

Ammonia
(NH₃)

A pungent gas that is produced naturally in the environment from the breakdown of organic matter. It is often found in household cleaning products. Ammonia can be turned into a liquid by dissolving it in water or by applying pressure.

Methanol
(CH₃OH)

A simple alcohol similar to the ethanol found in alcoholic drinks but more toxic. Methanol is found in everyday products like windshield washer fluid.

Methane
(CH₄)

A colourless odorless gas naturally produced from the breakdown of organic matter or occurring in underground rock formations. Commonly found in natural gas used for cooking, heating and industrial processes, and liquefied for use as a marine fuel (LNG).

Learn more about LNG & Marine Shipping

Fuel Properties

To evaluate the technical suitability of hydrogen and related fuels as a substitute for crude oil or diesel, experts evaluate its chemical properties like energy density and storage temperature.

Fuel Comparison Table

FUEL	CHEMICAL FORMULA	ENERGY DENSITY AS A LIQUID (OIL EQUIVALENT %)	NATURAL STATE AT ROOM TEMPERATURE	LIQUID TEMPERATURE (°C)
Hydrogen	H₂	14%	gas	-253°C
Ammonia	NH₃	28%	gas	-33.6°C
Methane	CH₄	36%	gas	-162°C
Methanol	CH₃OH	39%	liquid	64.7°C

Energy Density

Energy density is a measure of how much energy can be held in a specific amount of space. A substance with high energy density holds a lot of energy in a small space. A substance with low energy density would take up more space for the same amount of energy. Changing the storage temperature, like cooling a gas into a liquid, can increase the energy density.

Hydrogen has the lowest energy density by volume, which presents challenges for storage and transport. When hydrogen gas is compressed or liquefied it will take up less space, but even liquid hydrogen still requires about seven times the volume of marine diesel for the same amount of energy.^[5] Converting the hydrogen into ammonia, methanol or methane creates fuels with higher energy densities than hydrogen – but still lower than crude oil or diesel. Ships using these hydrogen-based fuels will need larger fuel tanks and more frequent fuel stops. Ships carrying these fuels as cargo will carry less energy at a time.

Storage Requirements

Cryogenic Storage

Hydrogen and methane require extremely low temperatures (-253°C and -162°C respectively) to achieve a liquid form and are stored in vacuum insulated tanks to keep them cold.^[6] The same technology is used in the space industry and to transport liquefied natural gas (LNG) by ship, rail and truck. Ammonia requires much less cooling as it can be liquid at -33°C.

Pressurized Storage

Unlike cryogenic storage, which relies on extremely low temperatures, hydrogen can also be stored as a gas under high pressure. In this method, hydrogen is compressed to about 10,000 pounds per square inch (or pressures up to 700 bar) and kept in strong, lightweight tanks made from materials like carbon-fiber composites. This approach is commonly used in hydrogen-powered vehicles and refueling stations, where compact and mobile storage is essential.

Hydrogen Fuel Production

How is hydrogen produced?

Electrolysis

Electricity splits water (H₂O) into hydrogen (H₂) and oxygen (O₂). When the electricity used comes from renewable sources like wind, solar, or hydroelectric power, the hydrogen produced is considered “green hydrogen.”^[7]

What is electrolysis?

Steam Methane Reforming (SMR)

Methane (CH₄) is treated with steam at high temperatures (700-1000°C) to produce hydrogen (H₂) and carbon dioxide (CO₂). Using Carbon Capture and Sequestration (CCS) to reduce emissions is referred to as “blue hydrogen.”^[8] This is the most common production method for hydrogen today. If SMR does not include CCS to reduce emissions, the result is referred to as “grey hydrogen.”

What is Carbon Capture and Sequestration?

Pyrolysis of Natural Gas

Methane (CH₄) is heated to high temperatures (typically above 500°C) in the absence of oxygen, which breaks down the methane into hydrogen and solid carbon.^[10] Hydrogen produced via this method is referred to as “turquoise hydrogen” – somewhere between blue and green because it starts with natural gas but avoids CO₂emissions by producing solid carbon.

Coal Gasification

Coal is heated in a controlled environment with limited oxygen to produce a mixture of gases, primarily carbon monoxide and hydrogen (called syngas). This gas is then reacted with steam to increase the hydrogen yield, but it also produces large amounts of CO₂, which can be retained through carbon capture and sequestration (CCS). Despite its greenhouse gas emissions, coal gasification remains the second-most common method of hydrogen production worldwide.^[11] Hydrogen produced via this method is referred to as “brown hydrogen” or “black hydrogen”.

Deriving Alternative Fuels from Hydrogen

Hydrogen to Ammonia

N₂ + 3H₂ →
2NH₃

Synthesized via the Haber-Bosch process, which combines nitrogen from the air with hydrogen under high pressure and temperature to make ammonia.

Hydrogen to Methanol

CO₂ + 3H₂ → CH₃OH + H₂O

Produced by reacting hydrogen with carbon oxides, either from methane (Methanex process) or from green hydrogen combined with captured CO₂.

Hydrogen to Methane

CO₂ + 4H₂ → CH₄ + 2H₂O

Produced by reacting green hydrogen with CO₂ through a process called methanation, which mimics natural gas.

Direct Air Capture of CO₂

Hydrogen-based Fuels as Ship Fuel and Cargo

Before a fuel can be used by a ship, its safety, compatibility with the engine, energy density, and availability all need to be considered. The properties of marine cargo also need to be assessed to prepare for safe handling and transport.

Health & Safety

Hydrogen-based fuels have been transported safely via road, rail, and ship for many years. For safe transport, fuel properties are assessed for any risks to health and safety, such as its flammability, toxicity or any other challenges such as risks of leaks and cold temperature handling protocols.

Hydrogen is much more flammable and has a higher risk of explosion if mixed with air than either diesel or heavy fuel oil, which are less volatile.^[12] Hydrogen’s low ignition point means it can ignite with a spark or heat. Vessels need to have advanced leak detection systems and emergency ventilation to prevent dangerous accumulations of gas.

Ammonia is toxic and requires stringent handling measures, including personal protective equipment and gas monitoring systems.^[13] Because ammonia storage tanks and fueling facilities must be pressurized to keep the ammonia in a liquid state, they must undergo rigorous design and inspection protocols to prevent leaks or catastrophic failures. Ammonia has a narrower flammability range and a higher ignition point than hydrogen, making it less likely to accidentally ignite.

Methanol is flammable (less so than hydrogen) and toxic if ingested, inhaled, or absorbed through the skin, meaning personal protective equipment, adequate ventilation, and the use of non-sparking tools are required to minimize hazards.^[14]

Methane is highly flammable and can ignite when mixed with air, though it has a higher ignition temperature and narrower flammability range than hydrogen. While it is not toxic in small amounts, high concentrations of the gas can displace oxygen and pose a suffocation risk in confined spaces. Proper ventilation and gas detection systems are essential for safe handling. When super-cooled into LNG, liquid methane can cause cryogenic damage to people and structures.

Transportation of Hydrogen-Based Fuels

The global trade in fossil fuels and petrochemicals has created a safe and reliable transport system by tanker ship for methane (in the form of LNG), methanol and ammonia. Transport of hydrogen is less common but has been shown to be possible, for example, with tests of liquid hydrogen by ship from Australia to Japan.

Estimated annual global trade volumes:

^{[15] [16] [17] [18]}

Engine Technology Readiness for Fuels

To provide power for ships, the chemical energy in the fuel needs to be converted into mechanical energy to drive the ship’s propellor. Conventionally, this is done by burning fuel in an engine.

Hydrogen engines and fuel cells are under development and initially will be for smaller vessels.
Ammonia engines are under development, with companies like MAN Energy Solutions, WinGD, and Wärtsilä working on systems suitable for large ships.
Methanol engines are already in use in large container ships and methanol carriers.
Methane engines fueled by LNG are already in use in ships of all sizes and shapes from small ferries to the largest container ships.

Fueling Ships

Although the systems and technologies for transferring and transporting hydrogen and hydrogen-based fuels between transport tankers and the shore are already well established, providing fuel to cargo vessels, cruise ships and ferries will require new infrastructure. Some existing infrastructure currently used to handle LNG, like trucks that can fuel ships from shore, could be adapted for hydrogen-based fuels.

Ships can be fueled from shore through either fixed infrastructure like a dedicated fuel facility or mobile infrastructure like a fuel truck. Ships can also be fueled from the water by specialized refuelling vessels. Both land- and water-based fueling infrastructure will need to consider the following factors while storing and transferring hydrogen-based fuels:

Pressure and temperature requirements to maintain the product in its liquid state for reduced volume (e.g., high pressure pumps, cryogenic systems).
Prevention and detection of leaks and sparks that could lead to fires or explosions.
Safety mechanisms to prevent fuel contact with people to prevent freezing, suffocation, or other toxic exposure.

Ports in the Netherlands, Germany, the UK, Singapore, and Japan are investing to develop hydrogen and ammonia fueling infrastructure.^[19]

Life Cycle Emissions

Life cycle emissions are the total greenhouse gas emissions (GHGs) associated with the production, transport, and use of any fuel – including hydrogen and hydrogen-based fuels – considering all stages from extraction of raw materials to its final use. All types of GHGs, translated into carbon dioxide equivalent values, are incorporated into the life cycle analysis of a fuel.

The emissions footprint of hydrogen-based fuels can be compared to the fossil fuels they replace by evaluating the life cycle emissions for each fuel.

Emissions can be created at each of the following stages:

Production Emissions

The amount of emissions created while making the fuel. Green hydrogen produced from electrolysis using renewable electricity has near-zero emissions, while blue hydrogen produced from natural gas with carbon capture and sequestration (CCS) can have reduced emissions.^[20]

Fugitive Emissions

The unintentional release of GHGs to the atmosphere at any point during production, storage, transport, and use of a fuel. Hydrogen and methane are potent climate warming gases and any leakage can significantly contribute to GHG impacts. Leak detection and repair technologies such as drones and tracers can reduce fugitive emissions along the supply chain.

Exhaust Emissions

The release of emissions when fuels are combusted in an engine:

Carbon dioxide emissions – combustion of hydrogen fuels that contain carbon will result in carbon dioxide emissions. If the carbon in the fuel was taken from the atmosphere through direct air capture then the CO₂ released during combustion is considered carbon neutral.
Nitrous oxide (N₂O) emissions – most engines produce small amounts of nitrous oxide as a result of nitrogen in the fuel combining with atmospheric oxygen (not to be confused with the smog producing NOx emissions). Nitrous oxide is a very powerful greenhouse gas, with a global warming potential approximately 300 times greater than carbon dioxide.^[21]

Standards & Regulations

Hydrogen’s unique properties require specialized infrastructure and oversight. Hydrogen and hydrogen-based fuels are already widely used for refining, fertilizer production, and chemicals. As hydrogen transitions from industrial feedstock to low-carbon energy carrier, new standards and regulations will be required to ensure safety and scalability.

Current standards and regulations for storing and transporting hydrogen and related fuels are still evolving and fragmented across regions:

Hydrogen

Not currently regulated for widespread maritime fuel use due to its low energy density and high liquefaction cost.
Only small volumes of liquid hydrogen can currently be transported by ship.

Ammonia

Has an established global maritime transport chain, mainly for use in fertilizers. Currently around 11 to 14 million tonnes of ammonia are transported by sea annually^[22] in purpose-built refrigerated gas carriers, often alongside liquefied petroleum gas (LPG).
New safety standards are in development as ammonia begins to be used as a marine fuel.

Methanol

Around 13 million tonnes of methanol are transported by sea annually, making it an established component of global chemical trade. ^[23]
Methanol use is governed under existing rules for flammable liquids. Fueling infrastructure, operational experience, and safety regulations already exist, though these may evolve if methanol becomes a more widely used marine fuel.

Methane

Methane is transported globally in large volumes as liquefied natural gas (LNG), with infrastructure and developed regulatory frameworks.
LNG-fueled vessels are already in use, particularly in sectors seeking to reduce sulphur and nitrogen oxide emissions.
Methane slip (unburned methane emissions) remains a key environmental and regulatory concern as its use as a marine fuel expands.

All four fuels – hydrogen, ammonia, methanol, and methane (LNG) – are expected to be subject to evolving IMO regulations in response to global GHG reduction targets.

Challenges

While hydrogen and hydrogen-based fuels show potential as future sustainable marine fuels, scaling their use for the shipping industry presents several significant challenges, with technological, economic, and infrastructure barriers.

Cost Gap

Green hydrogen and fuels made from hydrogen such as methane, ammonia or methanol are currently more expensive than conventional marine fuels like heavy fuel oil and marine diesel. The costs associated with production, storage, and distribution of hydrogen are significant. Electrolysis, carbon capture, and the construction of new infrastructure for fuel manufacture all contribute to the high price of these fuels. For fuels made from hydrogen to become a viable marine fuel, these costs will need to be significantly reduced.^[24]

As the price on carbon dioxide emissions increases, the cost gap decreases between conventional marine fuels and fuels made from hydrogen. The International Maritime Organization Net-Zero Framework prices carbon emissions at US$ 380 per tonne of CO2. According to cost estimates provided by the Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping implementation of the Net-Zero Framework coupled with cost reductions to fuels will close the cost gap for hydrogen, ammonia and methane, and leaves a small cost gap for methanol by 2030.

Hydrogen Production Scale-up

Hydrogen production at a large scale requires a substantial increase in electrolyser technology and access to considerable renewable energy sources. Currently, the vast majority of hydrogen is produced through processes like steam methane reforming, which emits carbon dioxide (grey hydrogen) unless the carbon is captured and sequestered long term (blue hydrogen).^[25]

To produce green hydrogen, the electrolysis must be powered by renewable energy, such as wind, solar or hydro power. However, current hydrogen production levels are far below the volumes required for large-scale marine use. Producing enough hydrogen to meet projected demand would need a massive investment in both renewable energy infrastructure and electrolyser technology – still emerging and expensive.^[26] Meeting this demand will require a significant acceleration of renewable energy capacity and a shift toward large-scale green hydrogen production.

Carbon Capture and Sequestration Scale-Up

Blue hydrogen, which is produced from natural gas with carbon capture and sequestration, depends on effective carbon capture, but current carbon capture and storage methods are expensive and not widely deployed.^[27] Effective storage of captured carbon requires secure underground storage sites and long-term monitoring to prevent leaks.

Renewable Electricity Demand

Green hydrogen production is energy-intensive, requiring vast amounts of renewable electricity. As demand for green hydrogen grows, so will the demand for renewable energy sources like wind, solar, and hydroelectricity. This creates a need for a massive increase in renewable energy generation capacity to meet the dual demands of both hydrogen production and growing global energy needs.^[28]

Large-scale green hydrogen production will also require significant volumes of water. Producing 1 kilogram of hydrogen via electrolysis requires around 25 liters of water (9 liters/kilogram plus an additional 10-20 liters for water purification and process cooling).^[29] Sustainable hydrogen strategies will need to account for water sourcing, treatment, and potential competition with other water uses.

Supply Chain and Transportation

Hydrogen’s low energy density means it must be stored at high pressure or cooled into a liquefied form to take up less space. Both densification methods require specialized storage and transportation systems. This includes new pipelines, shipping vessels, and storage facilities, all of which are costly and require significant investment. Unlike liquid fossil fuels, hydrogen’s storage and transportation infrastructure is not easily adaptable from existing infrastructure, which means building an entirely new supply chain. Additionally, shipping hydrogen in large quantities over long distances will require developing specialized hydrogen carriers and safe fueling systems at ports.

Fraudulent Fuel Substitution

Certification and verification systems are needed to confirm hydrogen is produced using renewable energy sources. Without independent verification, hydrogen from fossil sources could undermine efforts to decarbonize the marine sector.^[30] To mitigate this risk, strict monitoring, verification, and traceability mechanisms will need to be put in place to ensure that the hydrogen used in marine fuel meets the necessary sustainability standards.

Hydrogen Production and Use in Canada

In 2020, the Government of Canada issued a Hydrogen Strategy with a plan for using low-carbon hydrogen as a tool to achieve net-zero emissions by 2050. Since inception of the strategy, nearly 80 potential low-carbon hydrogen production projects have been announced in Canada.^[31] Many of these projects are still under consideration or in development. The hydrogen production landscape in Canada continues to evolve, and it remains to be seen how many of these projects will be completed. In 2025, the Canadian government announced intentions to become the world’s leading energy superpower in both clean and conventional energy.

Hydrogen Production Potential

Canada has significant potential hydrogen production capacity. A map of proposed and existing facilities highlights key green hydrogen projects across the country:

Domestic & Global Market

While Canada has the potential to produce green hydrogen, it still lacks the infrastructure to produce significant quantities and demand to consume the energy it produces.

In 2024, two-thirds (67%) of Canadians polled by the Angus Reid Institute would prioritize the use of potential green hydrogen to decarbonize domestic industries, including shipping. Similar-sized groups say either Canada should primarily export the hydrogen it produces (16%) or not invest in hydrogen at all (17%).^[32]

In March 2024, Canada and Germany signed a memorandum of understanding committing $600 million to establish a green hydrogen supply chain, following a Canada-Germany Hydrogen Alliance entered into in 2022.^[33] Germany aims to import up to 50-70% of its hydrogen demand by 2030.^[34] Also in 2024, the Canadian Hydrogen Association signed memoranda of understanding with Hydrogen Europe and Hydrogen Sweden to support a collective effort to advance international hydrogen collaboration and accelerate hydrogen deployment.^{[35, 36}^]

In the Pacific region, Hydrogen Canada Corporation and Korea Southern Power signed a memorandum of understanding in 2024 to develop green ammonia production and export facilities to supply ammonia to South Korea.

Initiatives Underway

Proposed Green Hydrogen Production

Bécancour Air Liquide (Bécancour, QC) – The Bécancour Air Liquide project, operational since 2021, houses the world’s largest Proton Exchange Membrane (PEM) electrolyser, producing up to 8.2 tonnes of green hydrogen per day using renewable hydroelectric power. Learn more.

Belledune Green Hydrogen Project (Belledune, NB) – The Port of Belledune is collaborating with Cross River Infrastructure Partners, Pabineau First Nation, and Eel River Bar First Nation to develop a large-scale green hydrogen and ammonia production facility. The project plans to utilize 500 megawatts of renewable electricity to produce green hydrogen and ammonia for both domestic use and export. The project is currently in development and may be in operation by 2027. Learn more.

Project Courant (Baie-Comeau, QC) – Project Courant is a proposed green ammonia production facility led by Hy2gen Canada. The project will use hydroelectric power to produce green hydrogen, which will then be converted into ammonia for export and industrial use. The project is still under development with no launch date set. Learn more.

HTEC Hydrogen Liquefaction Facility (North Vancouver, BC) – Announced in 2025, the HTEC Hydrogen Liquefaction Facility in North Vancouver will process 15 tonnes per day of by-product hydrogen for distribution across British Columbia and Alberta. The project is part of the H2 Gateway program, which includes hydrogen refueling stations and fuel cell electric trucks. It is currently in the early stages of development with an operation date yet to be set. Learn more.

Port Tupper Energy Hub (Hawkesbury, NS) –Two projects are underway in the Point Tupper Industrial Park near Port Hawkesbury, Nova Scotia. Everwind is developing a green hydrogen and ammonia production facility. The facility will use newly built wind farms and water from Landrie Lake. Bear Head Energy is planning a large-scale green hydrogen and ammonia production, storage, and loading facility. Both projects are under development with a final investment decision expected in 2025. Learn more about Everwind and Bear Head Energy.

Projet Mauricie (Shawinigan, Quebec) – Projet Mauricie, led by TESCanada H2 Inc., aims to produce up to 70,000 metric tons of green hydrogen annually to support industrial decarbonization and heavy transport in Quebec. The project is currently in the development phase. Learn more.

Varennes Carbon Recycling (Varennes, QC) – The Varennes Carbon Recycling project, currently under construction, will feature a 90-megawatt electrolyzer system powered by hydroelectricity to produce green hydrogen on-site. This hydrogen will be used to convert waste and biomass into low-carbon fuels, supporting Quebec’s circular economy and emissions reduction goals. Originally slated for 2025, operations are now expected to begin in 2026. Learn more.

Proposed Green Hydrogen Storage

Windsor Salt Cavern Storage (Atura Power, Plains All American) – The Windsor Salt Cavern Storage project, developed by Atura Power and Plains All American, aims to create a hydrogen storage facility in Ontario using salt caverns. Announced in 2022, this project aims for large-scale storage of hydrogen produced in times of excess supply, ensuring a stable and reliable energy source when demand is high. The project is currently in the planning and regulatory phase.

Green Hydrogen Transport & Utilization Initiatives

Atlantic Hydrogen Alliance – The Atlantic Hydrogen Alliance was created to support the development of a vibrant green hydrogen value chain to enable the transition to a prosperous low-carbon economy in Atlantic Canada. Learn more

Green Shipping Corridor Initiative, Port of Halifax, NS – The Halifax Port Authority was awarded funding up to $22.5 million from Transport Canada through the Green Shipping Corridor Program to prepare the port for the fuels and energy sources of the future. The funding builds on existing work at the Port of Halifax including the Memorandum of Understanding signed in 2022 with the Port of Hamburg to decarbonize the shipping corridor between the two ports. Learn more

Hydrogen-powered equipment prototypes, Port of Montreal, QC – Terminal operator QSL received hydrogen-powered equipment prototypes in 2022 to accelerate decarbonization of the shipping industry. Learn more

Hydrogen-powered trucks, Port of Prince Rupert, BC – The Port of Prince Rupert announced in June 2024 that it will add four new zero- and low-emission heavy-duty trucks to their operations. Two of the trucks will be hydrogen-powered, one battery-electric, and one hydrogen-diesel co-combustion. Learn more

Transatlantic Hydrogen Value Chain, Port of Belledune, NS – The Belledune Port Authority signed a memorandum of understanding with the Port of Antwerp-Bruges to work together to set up a supply chain for lower carbon fuels and green manufacturing goods, with the priority focused on hydrogen and its derivates. Learn more

Conclusion

Hydrogen and hydrogen-based fuels represent a potential pathway for sustainable marine fuels. However, significant challenges remain, including infrastructure development, cost reductions, and regulatory advancements. Many hydrogen projects are still in the early stages of development, and it will take some time – and a lot of investment – before the maritime industry is prepared for hydrogen as ship fuel or cargo.

About Clear Seas

Clear Seas is a Canadian not-for-profit organization that provides independent fact-based information to enable governments, industry, and the public to make informed decisions on marine shipping issues. We work to build awareness and trust so that all people can feel a part of the marine sector. Our vision is a sustainable marine shipping sector that is safe, vibrant, and inclusive, both now and for future generations.

Clear Seas was launched in 2015 after extensive discussions among government, industry, environmental organizations, Indigenous Peoples and coastal communities revealed a need for impartial information about the Canadian marine shipping industry.

As an independent research centre, Clear Seas operates at arm’s length from our funders. Our research agenda is defined internally in response to current issues, reviewed by our research advisory committee, and approved by our board of directors.

Our board of directors is composed of mariners, scientists, community leaders, engineers and industry executives with decades of experience investigating human, environmental and economic issues related to our oceans, coastlines and waterways.

Our reports and findings are available to the public at clearseas.org.

Sources & Citations

HYDROGEN & MARINE SHIPPING